Resilient mounting for airplane wings



y 1952 E. G. METZLER 2,603,435

RESILIENT MOUNTING FOR AIRPLANE WINGS Filed Feb. 6, 1948 2 SHEETSSHEET 1 IN VENTOR. 01i Wi /24v;

ATI'U RN EYE Patented July 15, 1952 uNITEo-f sT-A'res PATENT f 2,603,435 RESILIENT MOUNTING FOR AIRPLAN WINGS Earl G. Metzler, Latrobe, Pal

* Application Febr a .8 s ri l 6,681

' 'eisi (01.244 38) My present invention relates toaeronautics and the sustentation of airplanes or'aircraft having variable dihedral foils or wings, and more specifically to an improved resilient mounting for airplane wings by means of which the wings may be flexed and adjusted for changing the dihedral angle of the aircraft or airplane. e I The primary'object of the invention -is the production of a combined resilient shock absorbing mechanism and hydraulic or fluid pressure control system forming acomponent part of the airplane and under manual control by means of which the airplanejin"iiight may be stabilized Within a two-range position of the wings for smooth riding, structural strains are absorbed, and the airplane may readily be controlled for maneuvering on the ground in cross winds and under other adverse conditions.

By the utilization of the shock-absorbing and hydraulic controlling system of my invention the variable wings of an airplane may be flexed or raised and lowered to compensate for rough air encountered by the wings, and to absorb'shocks that would otherwise cause rough riding of the airplane.

In the physical embodiment of my invention a minimum number of component parts are utilized that may with facility be manufactured at com paratively low cost of production, and the parts may be assembled and installed with convenience,

to assure a control for the airplane that is of I comparatively light weight, simple in construction and operation, and reliable and efficient in the performance of its required functions.

The invention consists in certain novel features of construction and combinations and arrangements of parts for the above purposes 'as' 'will hereinafter be described and more particularly set forth in the appended claim.

In' the accompanying drawings I have illustreated a complete example of aphysicalembodb' ment' of my invention wherein the parts are combined and arranged'in' accord with one'mode I havedevised for the practical application of the principles of my-invention. It will however be understood that changes and alterations are contemplated and may be made in these exemplifying drawings and mechanical structures, "as is evidenced by the illustrated modification of the shock absorber, all within the scope of-my claims,

2 nism with the valve turned to position for the wings in position of Fig. 1'. "Figure 4 is a view similar to Fig. 1 with the wings flexed upwardly and indicating the, twoposition range of fiexure for the wings; and Figure, 5 shows the hydraulic system with the control valve turned to'lifting position of the wings, within the range indicated in Fig/4,,

Figure 6 shows the hydraulic system with the valve turned to locked position to sustain the wings in the'upwardlyflexed position'of Fig. 4.

Figure 7 is a diagrammatic view of the. hydraulic system with the control .valve turned to permit alternate raising and lowering'of the wings.

Figure 3 is a vertical longitudinal sectional view through one of the idual hydraulicand shockabsorbing cylinders; showing'a rubber shockiabsorbing-elementyand 1 J '5' Figure 9 is a similar" view showinga modified form, or spring, for the shock-absorber.

In order that the generalarrangement and utility of parts may readilybej understood I have illustrated a conventional airplane having the fuselageiF" and propeller Ettogether with the landing gear includingiwh'eels W and their supporting 'frame L'. The two sustaining wings A and B, or foils, are'of the variable type and they may be flexed on their axes D, D, extendingrlong'itudinallyzof the airplane, as indicatedby the arrowsin Fig. 4 withina-a range of the. two po- It will be understood that under normal flight conditions and smooth riding of the airplane, the powerof the hydraulic system, or fluid pressure system, is der-energizedby manual opening of acontrol-valve, so that the weightof the wings A' and B may-dispersethe hydraulic: pressure,

locking leaving the-variable'wings: to ride upon the dual without departing from the principles of the in- I vention.

Figurefl is a front elevationiofa conventional airplane equipped with the shoclg absorbin iand controljmechanism' of my invention, sho rig .the wings in normal extended position, as in Figure 2 isa diagrammatic view'of the resilient shock absorbing and controlsystem, disclosing the hydraulic four-way Vcontroljvalve in section and turnedto position for, depressing or lowering the wings to the position of Fig. 1;,,andfFigure 3 shows a portion of the hydraulic control mecharesilient shock-absorbers. I

These. dual shock-absorbing m chanisms are enclosed withinidentical; or'twin power cyclinders I and-2-, each equipped with-a,pair of supporting flanges3, drilled to receive-pivot bolts-4,-by means (if-which bolts thedual control meansare each pivotally supported bn; the landing gear L, or

other suitable support,- at -opposite sides of the fuselage or body, F- of V the, airplane.

-Each-- of the power cylinders is equipped with an outwardlyand upwardly extending, reciprocablestrut or plunger rod 5, for 6, with its outer upper end pivotally connected at I on the under faceof the dihedral wing A or B,-and reinforcing braces or links il, 8, arepivoted at 9'- and I0 respectively .tothe strut or plunger rod and the w1ng...., H; .7 ,7 7 Each power cylinder is providedwith a remova'bleliead if having a slide bearing l2" for the 'strutior .plunge'fbar or rod, and the packed joint of. thelbeafring i'sks'ecured. by; a nutl3' strut is equipped with a piston or plunger [4 reciprocable in its power cylinder, and the piston or plunger 'headis fixed in adjusted position by a pair of lock nuts l5 and I6 threaded on the complementary end of the plunger rod.

In Fig. 8, the shock absorbing mechanism includes multiple perforate disks l'L'of rubber or other suitable elastic and resilient material, slipped on the lower end of the strut or plunger rod before the piston is mounted thereon, and these multiple shock absorbing elements are interposed between a washer l8 adjoining the lock nut and the inner face of the cylinder head ll. j

'-During the absence .of hydraulic, or fluid pressure within the dual; cylinders, these resilient shock absorbers permita stabilized flexing of the wings A'and B ontheir axes D, D, and the elasticrand resilient multiple disks ll absorb the shocks to prevent extension of vibrations throughout the connected structures of the airplane.

Under manual control, the dual struts or plunger rods, together with their pistons or plunger heads, maybe actuated by hydraulic or fluid pressure'to flex the wings A and B within the range between the two positions illustrated; and simultaneously the two wingsmay be locked by the fluid pressure within the. cylinders in adjusted position. V 1

For this purpcsethe upper ends of the two cylinders are interconnected by a depression pipe l9 having end ports to the cylinders, and the lower ends of the cylinders are interconnected by a lift pipe'20'having end ports to the cylinders below their respective pistons.

' The depression pipe l9 has a branch pipe 2|, and the lift pipe 'has a branch pipe 22 that are connected with ports at the opposite sides i of a rotary valve casing 23- which is' located in a suitable position for ready access by an aviator in manually controlling a. four-way rotary valve Within the casing.

, For supplying the motive'fluids to the cylinders a reservoir 24, and a suitable rotary pump '25,

For lifting or raising the wings to uplifted position of Fig. 4, the valve is turned as in Fig. 5 so'that the motive fluid passes from-the pump through supply pipe 26, valve port 29,'and branch pipe 22 to the lift pipe 20 for introducing the motive fluid to the lower ends of the cylinders beneath the pistons for lifting the struts or plunger rods; and the motive fluid is exhausted from the upper ends of the cylinders through the depression pipe l9, branch 2|, and port 3!, thence through return pipe 2'! to the reservoir or supply tank. c

In thefragmentary diagram of Fig. 6 the valve is turned to segregate the pump supply and return circuit; and the power circuit, in-

cludingthe depression pipe and the lift pipe, is segregated to maintain an equalized pressure within the cylinders at opposite sides of the pistons for locking the dual struts andthe dual wings in position.

In Fig. 9 one of the dual power cylinders is provided with a helical spring 32 that forms a modified shock absorber for use in some installations, and this spring is interposed between the head H of the cylinder and the washer [3 for the performance of the functions ascribed to the multiple disk shock absorber in Fig. 8. V

Having thus fully described my invention, what I claim as newand desire togsecure by Letters Patent is: I

The combination which comprisesanairplane having a fuselage, wings hinged to the opposite sides of the fuselage and hydraulic cylinders pivotally mounted at one of the ends thereof on said fuselage and positionedat pointson the lower part thereof, cylinder f'heads having flat inner surfaces positioned in said cylinders and mounted in the ends ofthe cylindersppposite to the ends connected to the fuselage, pistons in are mounted in appropriate positions, and the hydraulic pumping circuit includes a supply pipe 26 from the pump to the control valve casing, and -a return pipe ;21 froin the valve casing back to thereservoir or'tank. I I

For. controlling the passagefof motive fluid through the valve casing; a cylindrical rotary valve28 is operatively mounted fwithin thecasing and equipped with a supply-port -29 adapted to connect thesupply pipe' 26 with thebranch pipe 22 and the lift pipe'20. A-straight central and for releasing the wings so that; they will automatically 'flex, is" adapted to 7 connect; the 'supply'pipe 26 and the return pipe 21, as shown in Fig. 3wherethewings are locked; andalso' to connect the depression pipe [9 and the lift pipe 20, as in Fig; 7 to permit free flow of the motive fluid throughout the piping system when 'port 30 for alternate use in looking the wings,

2] for return toft he the cylinders, piston rods mounted in the pistons and extended through said cylinder heads, means connecting extending endsfofthepiston rods to the said wings, rubber members in the cylinders positioned over said piston rods and substantially coextensive -with'ithat portion of the piston rod which extends from the piston to' the cylinder. head, whereby forces exerted on the pistons 'by upward thrusts of the -wings gradually compresses said rubber members, connections at the ends of said. cylinders forintroduction of fluid under pressurethereto, a source of. fluid under pressure including a 7 pump l and pipes'leading from said source to said connections, and adjustable rotary valve means insaid pipes whereby the rate of flowthrough said pipes may-be controlled and the pressure of fluids" in said'cylinders .beregulated to compensate for excessive pressure resulting from upward thrusts of' said wings. EARL G;

' REFERENCES orrsn The following references are of record in the file of this patent:

UNITED STATES PATENTS Number I Name Date- 1,945,254 7 Bittner Jan. 30,. 1934 ,2 ,o66,649 Sabins Jan 5.1937,

2,073,350. Osborn .Mar. 9,.1937 2,111,134 .Allin -.Mar.l15, 193s 2,186,558 Rouanet et a1... .Jan.l9', 1940 Evanset al. Mar. 12,194

f ,O'IVHER REFERENCES Product Engineering a di'esvrsiggz). g 

